Locomotive draw-bar.



l. G. BLUNT.

LOCOMOTIVE DRA-W 35H. APPucmon mio Mov. :1. 191s.

Patented Feb. 4, 1919.

(T @M/ l wrrNEssE's JAMES G. BLUNT, OF SCHENECTADY, NEW YORK.

LOCOMOTIVE DRAW-BAR.

Specification of letters Patent.

Patented Feb. 4, 1919.

Application led November 11, 1918. Serial No. 262,012.

To all 'whom z't may concern.'

Be it known that I, JAMES G. BLUNT, of Schenectady, in the county of Schenectady and State of New York, have invented a certain new and useful Improvement in Locomotive Draw-Bars, of which improvement the following is a specification.

My invention relates to means for detachably connecting railroad vehicles, more particularly locomotive engines and their tenders, and its object is to provide means, of simple and inexpensive construction and ready applicability in standard construction, whereby the accidental and undesired separation of two coupled vehicles will be prevented in the event of the breakage of any essential element of the connecting device.

Theimprovement claimed is hereinafter fully set forth.

ln the accompanying drawing: Figure 1 is a view, partly in plan and partly in h0ri-,

zontal sectlon, of a locomotive draw bar device embodying my invention, and; Fig. 2, a vertical longitudinal section through the same, on the line a: t of Fig. 1.

In the practice of my invention, referring descriptively to the specific embodiment thereof which is herein exemplified, a locomotive and tenderare connected by a duplex draw bar, comprising two draw bar members, 1, l, which are disposed, parallel one with the other, in the same horizontal plane and as closely together as is permissible under their transverse dimensions. The draw bar members, 1, l, are coupled, at their rear ends, by pins 4, 4, respectively to the draw bar pin casting 5, of the tender, and their front ends are coupled, by pins, 2, 2, respectively, to an equalizer, (3, of disk form, which is fitted, with the capacity of movement about its axis, and slight longitudinal movement, in a draw casting, 3, formed integral with, or rigidly secured to, the foot plate of the locomotive. The equalizer, 6, normally bears, on the rear side of its transverse diametral line, on the draw casting, 3.

The equalizer 6, bears, at the forward end of its longitudinal diametre] line, on a transverse -bulfer plate, 7, fitted, with the capacity of a slight degree of movement in line longitudinally with thel locomotive, in the forward end of the draw casting, 3, thereof. The buffer plate, 7, is pressed up to the equalizer by bu'er springs, 7, and I nalntained in line longitudinally, and limited in its traverse, by bolts 7", which are secured to it and pass freely through the rear end of the draw casting, 3, said bolts carr ing adjustable stop nuts, 7. The chafmg locks, 8, of the locomotive, and, 9, of the tendernormally stand at a slight distance, as, say, about half an inch, apart, the clearance space thus provided, be' designed to eliminate practically all friction-al Wear on the chafing blocks. The latter are designedl to be brought into temporary con tact, before the buffer plate, 7, has been forced by the buling strain acting on the springs, 7", to the limit of its traverse to ward the forward end of the locomotive` The chafing block of one of the vehicles, as the tender, may, if desired, be formed in two sections, the outer of which forms yasecondary buffer plate, which is subject to outward pressure up to the clearance limit between it and the chafing block of the locomotive, bly springs, 9", in order to resist closure of t e clearance space, the parts being so designed that the clearance space between the buffer blocks is taken up and the springs, 9, reach the limit of their rearward traverse just before the buffer plate, 7, and springs, 7, reach the limit of their forward traverse. The draw bars are thereby relieved from bulling shocks due to the unyielding resistance of solid springs.

It will be seen that while the propelled vehicle or vehicles is or are drawn b the propelling vehicle, the strain of traction is applied to, and equally divided between, the two members, 1, 1, of the duplicate draw bar. Relative lateral movement of the coupled vehicles, in traversing curves, is provided for by the capacity of movement, about its axis, of the equalizer, 6, such movement being properly limited by stop arms, 6, projecting laterally from the equalizer and ada ted to abut against bearing faces on the raw casting.

It will also be o served that, by reason of the form and the mounting of the equalizer, and the manner in which strain is transmitted, through it, to Vthe duplicate draw bar members, it is subjected only to compressive strain which it can fully sustain, and is exempt from the tensile strains which are imposed upon a double armed als4 Vboth Vaxiall pivotal e ualizing beam, when acting as a. member "or the transmission of tractve force.

.Bv the division and equalization of the application of strain to two connecting members, as effected in the operation of my invention, each member functions both as a main and a safety draw bar, and in the event ofthe breakage of either of them, the vehicles will remain connected b the other, and their separation will there ore be prevented. l

The improved draft appliance above described is readily applicable, without substantial ex ense, in ordinary practice, and as herein il ustrated, occupies but little space below the Hoor levels of the coupled vehicles. The diiierence in hei ht between the draw bar members and t e articulated water connections between the en inc and tender, shown in Fig. 2, indicates t e ample clearance allowable below the former.

I claim as my invention and desire to secure by Letters Patent:

1. In a railroad vehicle draft gear, the combination of two draw bar castings, each adapted to be supported upon a railroad vehicle; an equalizer disk, fitted to move and longitudinally in one of said draw ar castings; a duplicate draw bar, the members of which are coupled to the,y equalizer disk, on opposite sides of its axis; and connections, each coupling one of the draw bar members to the other draw bar casting.

2. In a railroad vehicle draft gear, the combination of two draw bar castings, each adapted to be supported upon a railroad vehicle; an equalizer disk, fitted to move both axially and longitudinally in one of said draw bar castings; a spring buil'er opposing longitudinal movement of said equalizer disk; a duplicate draw bar, the members of which are coupled to said equalizer disk, on op osite sides of its axis; and connections, eac couplingone of the draw bar members to the other draw bar castirg.

3. In a railroad vehicle draft gear, the combination of two draw bar castings, each adapted to be supported on a railroad. vehicle; an equalizer disk, fitted to move both axially and longitudinally in one of said draw bar castings; means for limiting the axial movements of said equalizer disk; a duplicate draw bar, the members of which are coupled to the equalizer disk, on opposite sides of its axis; and connections, each coupling one of the draw bar members to the other draw bar casting.

y JAMES o. BLUNT.

7 J. HOWARD WAGAR. 

